WO2016146116A1 - Amortisseur de vibrations de torsion - Google Patents

Amortisseur de vibrations de torsion Download PDF

Info

Publication number
WO2016146116A1
WO2016146116A1 PCT/DE2016/200100 DE2016200100W WO2016146116A1 WO 2016146116 A1 WO2016146116 A1 WO 2016146116A1 DE 2016200100 W DE2016200100 W DE 2016200100W WO 2016146116 A1 WO2016146116 A1 WO 2016146116A1
Authority
WO
WIPO (PCT)
Prior art keywords
flyweights
flange
torsional vibration
vibration damper
centrifugal
Prior art date
Application number
PCT/DE2016/200100
Other languages
German (de)
English (en)
Inventor
Maximilian Bossecker
Holger Witt
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to DE112016001272.1T priority Critical patent/DE112016001272A5/de
Publication of WO2016146116A1 publication Critical patent/WO2016146116A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
    • F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
    • F16F15/145—Masses mounted with play with respect to driving means thus enabling free movement over a limited range

Definitions

  • the invention relates to a torsional vibration damper, in particular for the drive train of a motor vehicle.
  • Torsional vibration damper also called torsional vibration damper
  • torsional vibration damper are widely known in the art.
  • such torsional vibration damper become known, which are referred to as so-called dual-mass flywheels.
  • dual-mass flywheels These have a primary flywheel mass and a secondary flywheel mass, which are rotatably supported relative to one another, wherein a spring damper, in particular with bow springs, is provided between the primary flywheel and the secondary flywheel, so that the primary flywheel can be rotated against the restoring force of the spring damper relative to the secondary flywheel mass.
  • torsional vibration damper become known, which additionally have a centrifugal pendulum, in which flyweights on a
  • torsional vibration dampers are also referred to as torsional vibration damper, wherein the flange, on which the centrifugal weights are displaceably received, both on the flywheel itself or attached to an associated clutch cover.
  • centrifugal weights are each guided by means of two roller elements in the flange in curved paths, wherein both the flange and the flyweights have two correspondingly formed cam tracks, so that the displacement of the centrifugal weights can be controlled selectively.
  • these centrifugal weights mounted in this way and mounted by means of two roller elements are limited in their torsional vibration damping effect, so that the torsional vibration damping will not be sufficient in modern future internal combustion engines.
  • the object of the invention is achieved with a torsional vibration damper with the features of claim 1.
  • An embodiment of the invention relates to a torsional vibration damper, in particular for the drive train of a motor vehicle, with a centrifugal pendulum device with a flange and displaceably arranged on the flange centrifugal weights, wherein in the flange and in the centrifugal weights cam tracks are provided, in each of which engages a roller element for displaceably supporting and guiding the centrifugal weights on the flange, each centrifugal weight having only one curved path in which a roller element engages. This ensures that more space is available for the formation of the curved path in the centrifugal weight and in the flange, so that the damping due to the effect of the respective centrifugal weight can be optimized thereby.
  • the flange has a corresponding curved path for each curved path of a centrifugal weight, wherein the roller element which engages in the curved path of the centrifugal weight, also engages in a curved path of the flange.
  • the flyweight is controlled not only due to the curved track in the flyweight in its movement, but also through the curved path in the flange. This allows improved flyweight dynamics and improved torsional vibration damping.
  • a predeterminable number of centrifugal weights is arranged distributed over the circumference of the flange, so that a centrifugal weight in the circumferential direction two centrifugal weights are arranged adjacent. As a result, a plurality of centrifugal weights can be provided, which improves the rotational vibration damping with increased rotational masses.
  • each of the flyweights has at least one coupling element, by means of which the flyweight with at least one adjacently arranged other flyweight forms a direct or an indirect coupling. This ensures that a more appropriate guidance of the flyweight is achievable, even without the use of two roller elements per flyweight.
  • the number of flyweights is an even number, such as in particular 2, 4, 6, 8, 10 or 12 or more or that the number of flyweights is an odd number, in particular 3, 5, 7, 9, 11, 13 or more.
  • the number of centrifugal weights depends advantageously on their coupling, so that in different embodiments, a different number of centrifugal weights is advantageously used.
  • first coupling elements are arranged, which are articulated articulated to the two adjacent flyweights.
  • This also allows a suitable coupling can be provided.
  • a peripheral ring is provided, which is formed separately from the flyweights and elastic second coupling elements are provided, by means of which one of the centrifugal weights is elastically coupled to the peripheral ring, so that a radial displacement of the centrifugal weight radially outward against the Reset force of the second coupling element takes place.
  • a further embodiment can be provided, by means of which the centrifugal weights are coupled. So can be dispensed with the second roller element per centrifugal weight and the permissible deflection can be increased.
  • a peripheral ring which is formed separately from the flyweights and third coupling elements are provided, by means of which one of the flyweights is coupled to the peripheral ring, wherein the third coupling element in each case with the peripheral ring and / or with one of Centrifugal weights is articulated coupled.
  • the centrifugal weights can also be coupled. So can also be dispensed with the second roller element per centrifugal weight and the permissible deflection can be increased.
  • a spring damper device is provided with springs and with an output side flange of the spring damper device, the flange of the spring damper device being connected to the output part or to an intermediate part via riveting by means of rivet elements is.
  • a torsional vibration damper with spring damper device can be provided, in which the centrifugal pendulum device can be integrated.
  • the integration can be carried out in a particularly simple and space-saving manner, when the flange of the spring damper device forms the flange of the centrifugal pendulum device.
  • the centrifugal weights are arranged substantially radially outside a riveting diameter of the arrangement of the rivet elements, wherein the flyweights are so feasible that they can also intervene at least partially between the rivet elements. As a result, there is enough space available to allow the shift of the flyweights. It is also advantageous if the rivet elements are provided with an elastic jacket as a stop damper. This increases the service life of the centrifugal weights and minimizes possibly occurring, annoying end stop noise, which may occur, for example, during start / stop or while driving.
  • the flange of the centrifugal pendulum device is attached to a single-mass flywheel or alternatively to a clutch cover.
  • a simple construction of the torsional vibration damper can be achieved.
  • FIG. 1 shows a schematic representation of a half section through an exemplary embodiment of a torsional vibration damper according to the invention
  • FIG. 2 shows a view of an arrangement of centrifugal weights
  • FIG. 3 shows a view of an arrangement of centrifugal weights
  • Figure 4 is a view of an arrangement of flyweights
  • Figure 5 is a view of an arrangement of flyweights
  • FIG. 6 shows a view of an arrangement of centrifugal weights
  • FIG. 7 shows a view of an arrangement of centrifugal weights
  • FIG. 8 shows a view of an arrangement of centrifugal weights
  • FIG. 9 shows an exploded view of a flange with centrifugal weights
  • FIG. 10 shows a view of an arrangement of centrifugal weights with first coupling elements
  • 1 1 is a view of a centrifugal weight with a first coupling element
  • FIG. 12 shows a section through FIG. 11 along the line I-I
  • FIG. 13 shows a view of an arrangement of flyweights with first coupling elements
  • FIG. 14 shows a first coupling element
  • FIG. 15 shows a view of a centrifugal weight with a first coupling element
  • FIG. 16 shows a view of an arrangement of centrifugal weights
  • FIG. 17 shows a view of an arrangement of centrifugal weights
  • FIG. 18 shows a view of centrifugal weights with third coupling elements
  • FIG. 19 shows a view of a centrifugal weight with a third coupling element
  • FIG. 20 shows a view of centrifugal weights with third coupling elements
  • FIG. 21 shows a view of an arrangement of centrifugal weights with third coupling elements
  • Figure 22 is a view of an arrangement of flyweights with third coupling elements
  • Figure 23 is a view of a centrifugal weight with a third coupling element.
  • FIG. 1 shows schematically a half section of an embodiment of a torsional vibration damper 1 with an input part 2 and with an output part.
  • a first spring damper 4 is arranged in the torque flow.
  • a further second spring damper device may be arranged, which, however, is not shown.
  • the first spring damper devices 4 is optional and advantageously only one spring damper device can be arranged, more than one spring damper device can be arranged or, alternatively, no spring damper device can be provided so that the input part 2 and the output part 3 are quasi an on Form mass flywheel and are formed for example in one piece.
  • the input part 2 can be connected for example via a screw connection with a crankshaft of an internal combustion engine, and the output part 3 can be connected to a transmission input shaft, for example.
  • a clutch (not shown) may be arranged on the output part 3.
  • the spring damper means 4 is formed with springs 6, which are accommodated in a respective pocket 8 of the input-side element of the spring damper device 4.
  • a flange 10 or side plates 10 are provided on which a torque from the springs 6 can be transmitted.
  • the flange 10 is connected, for example via a riveting 12 with the rivet elements 13 with the output element 3.
  • An optionally arranged second spring damper device and its input-side element could serve as an intermediate part, which is connected to the flange of the first spring damper device 4.
  • the flange 10 and the side plates 10 of the first spring damper device 4 may be connected directly to an output part 3, as shown.
  • the torsional vibration damper 1 furthermore has a centrifugal pendulum device 14, which has flyweights 16 displaceably arranged on a flange 15. Curved tracks are provided as guide tracks in the flange 15 and in the flyweights 16, in which roller elements 17 engage to support the centrifugal weights 16 and to control their displaceability.
  • the centrifugal pendulum device 14 may be arranged in addition to the spring damper device 4 or to the spring damper devices or it may also be used without them.
  • FIG. 2 shows an arrangement of flyweights 20, wherein the flyweights 20 are each formed only with a cam track 21 for receiving a roller element 22.
  • the centrifugal weights 20 are advantageously arranged radially outside the rivet elements 13 of the riveting 12. Accordingly, the centrifugal weights are mounted displaceably on a flange 23, wherein the flange 23 also each has a curved path into which the roller element 22 can engage.
  • each of the centrifugal weights 20 has only one curved path 21 as a guideway into which a roller element 22 engages.
  • the flange 23 advantageously has only one curved path for each hinged centrifugal weight 20.
  • the flange 23 has, corresponding to each cam track 21 of a flyweight 20, a corresponding cam track, wherein the roller element 22, which engages in the cam track 21 of the flyweight 20, also in the corresponding engaging cam track of the flange 23 engages.
  • the centrifugal weights 20 are arranged distributed over the circumference of the torsional vibration damper and are each adjacent to two other flyweights 20.
  • flyweights 20 it is advantageous if an even number or an odd number of flyweights 20 is arranged. In some embodiments, it is irrelevant whether an even or an odd number of centrifugal weights 20 is provided.
  • the number of flyweights 20 is an even number, such as in particular 2, 4, 6, 8, 10 or 12 or more or that the number of flyweights 20 is an odd number, in particular 3, 5, 7, 9, 11, 13 or more.
  • FIG. 2 shows an arrangement of eight such flyweights 20. These are each coupled with their adjacent flyweight 20 via elastic first coupling elements 24. These coupling elements 24 are formed approximately V-shaped and are based resiliently on both centrifugal weights 20 at their circumferentially facing wall 25 from. The coupling elements 24 are arranged open in a V-shape radially outward and are based rather radially on the outside of the flyweights 20. An approximation of the two adjacent centrifugal weights 20 takes place corresponding to the restoring force of the coupling element 24. The figure 2 shows that the centrifugal weights 20 are rotatable about the axis of the roller element.
  • FIGS. 3 to 5 shows an arrangement of nine such centrifugal weights 30. These are each coupled with their adjacent centrifugal weight 30 via elastic first coupling elements 34. These coupling elements 34 are formed approximately V-shaped and are supported resiliently on both centrifugal weights 30 at their in Circumferentially facing wall 35 from. In this case, the coupling elements 34 are arranged open in a radially V-shaped radially inwardly and are based rather radially on the inside of the flyweights 30. An approximation of the two adjacent centrifugal weights 30 takes place correspondingly against the restoring force of the coupling element 34. FIG. 5 indicates that the centrifugal weights 30 can also be rotated about the axis of the roller element 33.
  • the flyweights 30 are at rest and they are arranged equidistantly.
  • the centrifugal weights 30 are in a maximally deflected state and they are essentially pushed together maximally and pressed against one another. It can be seen that the centrifugal weights 30 can intervene at least partially between the rivet elements 13 of the riveting 12.
  • an elastic sheath 36 is attached to the rivet elements, so that the centrifugal weights 30 can abut on the elastic sheath 36, so that the stop can be damped.
  • FIG. 5 indicates the oscillation possibilities of the centrifugal weights 30. Contrary to the arrangement of an even number of centrifugal weights can not always swing the flyweights in pairs against each other in an odd number of flyweights, because there are no number of pairs at an odd number of flyweights, because always a flyweight results, then no partner for a pair Has. Thus, FIG. 5 shows that there are three pairs 40, 41, 42 of flyweights 30, but the flyweights 43, 44 and 45 can not be combined to form a pair which can swing against one another because the third remaining flyweight always interferes.
  • FIG. 6 shows an arrangement according to FIG. 2, in which in each case two flyweights 20 are arranged in pairs so as to oscillate in relation to one another, see the illustrated arrows. This is a disturbing vibration state, which can be avoided, however, with a further aid of a peripheral ring.
  • Figures 7 and 8 show a further embodiment of an arrangement of centrifugal weights 50 each having only one curved path 51 and each having only one roller element 52, in which the first elastic coupling elements 53 are formed as a leaf spring element and radially inward on the one flyweight 50 and ra - Support dial externally to the other adjacent flyweight 50.
  • FIG. 7 shows the arrangement of the flyweights 50 in the idle state
  • FIG. 8 shows the arrangement in a maximally deflected state.
  • the centrifugal weights 50 can again engage at least partially at their radially inner edge region 54 between the rivet elements 55. These can advantageously be provided again with an elastic sheath 56.
  • FIG. 9 shows two flanges 60 of a spring damper device, which are also designed as a flange of the centrifugal pendulum device.
  • the flanges 60 have cam tracks 61 for receiving roller elements 67. These are arranged distributed over the circumference and are curved radially inwardly. Also, openings 62 for riveting the flanges 60 are provided radially inside the cam tracks 61. Radially outward lugs 63 are provided as stop elements for acting on the springs of the spring damper device.
  • the centrifugal weights 64 are arranged between the flanges 60.
  • the flyweights are formed in two parts and clamp the coupling elements partially between them to bind these, the two-part centrifugal weights are each connected by rivet elements 65 and are jointly guided displaceably on the flanges 60.
  • the centrifugal weights 64 are provided with cam tracks 66, in which the roller elements 67 engage. The roller elements 67 also pass through the cam tracks 61 of the flanges 60.
  • FIGS. 10 to 15 each show details of the flange 60 according to FIG. 9.
  • FIG. 10 shows the arrangement of the centrifugal weights 64 with roller elements 67 and elastic first coupling elements.
  • the figures 1 1 and 12 details.
  • the centrifugal weights 64 are formed in two parts and connected to each other by means of rivet elements 65. Between the centrifugal weights 64, the first coupling elements 68, which are formed as sheet metal parts, partially engage and are thereby riveted.
  • the coupling elements 68 are formed as two adjacent sheets that lie on top of each other. These coupling elements 68 can also be formed in such a way that they can project into the curved path 66 and can reduce the window to the roller element 67, see FIG. 12. A region of the coupling element 68 projecting in each case in the axial direction projects into the curved path.
  • FIGS. 13 to 15 show the coupling elements 68 in different views.
  • the coupling member 68 has a flat main body 72, a sub-body 70 separated therefrom, a leaf spring member 69 connecting therebetween, and a portion 71 which engages the roller track.
  • the main body 72 is placed between two parts of a centrifugal weight 64
  • the sub-body 70 is located between two parts of an adjacent centrifugal weight 64
  • the leaf spring member 69 is exposed between the centrifugal weights 64.
  • both a main body 72 and a secondary body 70 are arranged between each two parts of a centrifugal weight 64, so that each centrifugal weight 64 is coupled to an adjacent centrifugal weight 64 via the leaf spring element 69.
  • the secondary body 70 is approximately triangular in shape and the main body 72 saves this surface area in order to be able to receive the secondary body 70 of the adjacent coupling element 68 there.
  • Main body 72 is also designed so that it spans the curved path 66 in the flyweight 64.
  • the main body 72 also has an extension of the opening 73 in the region of the curved path in order to be able to perform the roller elements 67 better.
  • FIGS 16 and 17 show a further embodiment of an arrangement of centrifugal weights 80 in a schematic representation, in which in addition to the first coupling element 81 between the adjacent flyweights 80, a circumferential ring 82 is provided, which is formed separately from the flyweights 80.
  • elastic second coupling elements 83 are provided, by means of which in each case one of the centrifugal weights 80 is elastically coupled to the peripheral ring 82.
  • the second coupling element 83 is formed as a leaf spring element, so that it can be supported radially on the centrifugal weight 80 and can be supported radially on the outside of the peripheral ring 82.
  • FIG. 16 shows the arrangement of the flyweights in the idle state
  • FIG. 17 shows the centrifugal weights in the maximum deflected state. It can be seen that the arrangement with the peripheral ring as a synchronizer ring and the second coupling elements favors a straight or odd number of centrifugal weights, because a mutual oscillation of adjacent flyweights is disturbed by the second coupling elements.
  • the second coupling elements 83 are formed connected at their respective end regions with the flyweight 80 and with the peripheral ring 82. This can be done similar to the figures of the previous embodiment, when the peripheral ring and the centrifugal weights are formed in two parts and at least one sheet metal could be arranged therebetween, wherein the leaf spring elements are arranged freely between the respective parts.
  • FIGS 18 to 22 show a further embodiment of an arrangement of centrifugal weights 90 in a schematic representation, in which instead of the elastic first coupling element and / or the elastic second coupling element between the respective centrifugal weight 90 and a peripheral ring 91, only a third coupling element 92 is provided, which is articulated hinged to the peripheral ring 91.
  • the coupling element 92 on an arm 93, which is connectable by means of a bolt 94 with the peripheral ring 91.
  • the peripheral ring 91 is preferably formed in two parts, so that the arm 93 between the two partial rings 95, 96 can engage and by means of the bolt 94, which can engage in openings 97 of the two partial rings 95, 96, the arm 93 hinged to the peripheral ring 91 are coupled.
  • the arm 93 of the coupling element 92 is substantially rigid in the radial direction, so that an ideal guidance is achieved.
  • the centrifugal weights 90 are advantageously also formed in two parts, so that the sheet-like coupling element 92 can be arranged between the sub-elements of the centrifugal weights, so that they can be connected to each other. This connection is advantageously carried out by means of the rivet elements 98.
  • the alignment of the arm is advantageously carried out approximately in the direction of contact of the peripheral ring 91.
  • the circumferential ring 91 as a synchronizer ring, also contributes to the mass moment of inertia of the overall arrangement.
  • the articulated coupling allows the defined guidance of the centrifugal weight, so that it does not depend on an even or odd number of flyweights for the function of the torsional vibration damping.
  • FIG. 21 shows the arrangement of the centrifugal weights 90 in the idle state and FIG. 22 shows the centrifugal weights 90 in the maximum deflected state. It can be seen that the arrangement with the peripheral ring 91 as a synchronizer ring and the third coupling elements 92 favors an even or odd number of flyweights, because a mutually swinging adjacent flyweights 90 is disturbed by the third coupling elements.
  • the centrifugal weights 90 can engage radially inwardly at least partially between the rivet elements 99.
  • the rivet elements 99 are optionally provided with an elastic jacket 100 in order to dampen striking of the centrifugal weights 90 on the rivet elements 99.
  • the third coupling elements are in the embodiment of Figures 18 to 22 rigidly coupled to the respective flyweights. Alternatively, these can also be articulated coupled.
  • FIG. 23 shows a further alternative embodiment, in which the rotary joint 110 is formed on the lateral end 11 1 of the arm 12 by a flexible leaf spring 13.
  • the arm 120 may be formed with a rigid part 121, on which the bending soft designed as a leaf spring part 1 13 is arranged.
  • the flexurally soft part 1 13 can be connected via a fastening eye 122 with the peripheral ring.
  • the coupling element 125 can then be connected by means of the connecting means 126 with the flyweight 127.
  • two spaced-apart connecting means 126 such as rivet bolts, engage in openings 128, 129 in the coupling element 125 and in the flyweight 127.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)

Abstract

La présente invention concerne un amortisseur de vibrations de torsion (1), en particulier pour la chaîne cinématique d'un véhicule à moteur, qui comporte un dispositif pendule centrifuge (14) pourvu d'une bride (15) et de masses centrifuges (20) montées mobiles sur la bride. Des pistes incurvées (21) sont ménagées dans la bride et dans les masses pendulaires (20) et un élément de roulement (22) est introduit dans chaque piste pour le montage mobile et le guidage des masses pendulaires (20) sur la bride, chaque masse pendulaire (20) ne comportant qu'une seule piste incurvée (21) dans laquelle est introduite un élément de roulement (22).
PCT/DE2016/200100 2015-03-19 2016-02-19 Amortisseur de vibrations de torsion WO2016146116A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112016001272.1T DE112016001272A5 (de) 2015-03-19 2016-02-19 Drehschwingungsdämpfer

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015204930.2 2015-03-19
DE102015204930.2A DE102015204930A1 (de) 2015-03-19 2015-03-19 Drehschwingungsdämpfer

Publications (1)

Publication Number Publication Date
WO2016146116A1 true WO2016146116A1 (fr) 2016-09-22

Family

ID=55754035

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2016/200100 WO2016146116A1 (fr) 2015-03-19 2016-02-19 Amortisseur de vibrations de torsion

Country Status (2)

Country Link
DE (2) DE102015204930A1 (fr)
WO (1) WO2016146116A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3065264A1 (fr) * 2017-04-18 2018-10-19 Valeo Embrayages Dispositif d'amortissement de torsion
FR3065265A1 (fr) * 2017-04-18 2018-10-19 Valeo Embrayages Dispositif d'amortissement de torsion
WO2018193185A1 (fr) 2017-04-18 2018-10-25 Valeo Embrayages Dispositif d'amortissement de torsion
WO2019007688A1 (fr) * 2017-07-05 2019-01-10 Zf Friedrichshafen Ag Bande de tôle pour amortisseur d'oscillations, amortisseur d'oscillations et procédé pour mettre au point un amortisseur d'oscillations
US10705502B2 (en) 2017-08-22 2020-07-07 Fanuc Corporation Numerical controller performing oscillation cutting correcting spindle tracking error

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018205149A1 (de) 2018-04-05 2019-10-10 Zf Friedrichshafen Ag Tilgersystem
EP4134567A1 (fr) * 2021-08-10 2023-02-15 Valeo Otomotiv Sanayi ve Ticaret A.S. Voile pour dispositifs d'amortissement de torsion

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009037481A1 (de) * 2008-09-18 2010-03-25 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Drehzahladaptiver Tilger, insbesondere Fliehkraftpendeleinrichtung
DE102010049553A1 (de) * 2009-11-05 2011-05-12 Schaeffler Technologies Gmbh & Co. Kg Fliehkraftpendeleinrichtung
WO2014012736A1 (fr) * 2012-07-19 2014-01-23 Zf Friedrichshafen Ag Dispositif d'amortissement
EP2703688A2 (fr) * 2012-08-29 2014-03-05 Aisin Seiki Kabushiki Kaisha Appareil d'absorption de fluctuation de couple
WO2014033043A1 (fr) * 2012-08-27 2014-03-06 Bayerische Motoren Werke Aktiengesellschaft Pendule centrifuge
DE102013204713A1 (de) * 2013-03-18 2014-09-18 Zf Friedrichshafen Ag Tilgerschwingungsdämpfer
DE102014213681A1 (de) * 2013-08-05 2015-02-05 Schaeffler Technologies Gmbh & Co. Kg Fliehkraftpendel

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009037481A1 (de) * 2008-09-18 2010-03-25 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Drehzahladaptiver Tilger, insbesondere Fliehkraftpendeleinrichtung
DE102010049553A1 (de) * 2009-11-05 2011-05-12 Schaeffler Technologies Gmbh & Co. Kg Fliehkraftpendeleinrichtung
WO2014012736A1 (fr) * 2012-07-19 2014-01-23 Zf Friedrichshafen Ag Dispositif d'amortissement
WO2014033043A1 (fr) * 2012-08-27 2014-03-06 Bayerische Motoren Werke Aktiengesellschaft Pendule centrifuge
EP2703688A2 (fr) * 2012-08-29 2014-03-05 Aisin Seiki Kabushiki Kaisha Appareil d'absorption de fluctuation de couple
DE102013204713A1 (de) * 2013-03-18 2014-09-18 Zf Friedrichshafen Ag Tilgerschwingungsdämpfer
DE102014213681A1 (de) * 2013-08-05 2015-02-05 Schaeffler Technologies Gmbh & Co. Kg Fliehkraftpendel

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3065264A1 (fr) * 2017-04-18 2018-10-19 Valeo Embrayages Dispositif d'amortissement de torsion
FR3065265A1 (fr) * 2017-04-18 2018-10-19 Valeo Embrayages Dispositif d'amortissement de torsion
WO2018193185A1 (fr) 2017-04-18 2018-10-25 Valeo Embrayages Dispositif d'amortissement de torsion
WO2019007688A1 (fr) * 2017-07-05 2019-01-10 Zf Friedrichshafen Ag Bande de tôle pour amortisseur d'oscillations, amortisseur d'oscillations et procédé pour mettre au point un amortisseur d'oscillations
CN110869639A (zh) * 2017-07-05 2020-03-06 Zf腓特烈斯哈芬股份公司 用于缓冲减振器的轨道板、缓冲减振器和用于提供缓冲减振器的方法
CN110869639B (zh) * 2017-07-05 2021-11-09 Zf腓特烈斯哈芬股份公司 用于缓冲减振器的轨道板、缓冲减振器和用于提供缓冲减振器的方法
US10705502B2 (en) 2017-08-22 2020-07-07 Fanuc Corporation Numerical controller performing oscillation cutting correcting spindle tracking error

Also Published As

Publication number Publication date
DE102015204930A1 (de) 2016-09-22
DE112016001272A5 (de) 2018-02-15

Similar Documents

Publication Publication Date Title
WO2016146116A1 (fr) Amortisseur de vibrations de torsion
WO2011113410A1 (fr) Amortisseur d'oscillations de rotation
DE102011086436A1 (de) Drehschwingungstilgervorrichtung und Drehmomentübertragungsvorrichtung für ein Kraftfahrzeug
WO2006053525A1 (fr) Amortisseur de vibrations de torsion
AT410829B (de) Antriebstrang mit einem drehschwingungsdämpfer und einer drehelastischen kupplung
DE102011086526A1 (de) Drehschwingungstilgervorrichtung und Drehmomentübertragungsvorrichtung für ein Kraftfahrzeug
DE102008057112A1 (de) Drehschwingungsdämpfer
DE102009016640A1 (de) Dämpfungseinrichtung zum Aufnehmen von Drehstößen
DE102016218386A1 (de) Schwingungsisolationseinrichtung
WO2011124201A1 (fr) Volant d'inertie en deux parties
DE102014206494A1 (de) Vorrichtung zur Drehschwingungsisolation für einen Antriebsstrang eines Kraftfahrzeugs
DE102013201269A1 (de) Reibungskupplung mit Fliehkraftpendel
EP2748485A1 (fr) Dispositif de transmission de couple de rotation
DE19721926A1 (de) Geteiltes Schwungrad
DE102011105009A1 (de) Zweimassenschwungrad
DE102017121632A1 (de) Drehschwingungsdämpfer
WO2015018413A1 (fr) Amortisseur de vibrations en torsion
DE102012015014A1 (de) Zweimassenschwungrad für einenFahrzeugantriebsstrang
DE102015215607A1 (de) Zweimassenschwungrad
DE102015208010A1 (de) Fliehkraftpendeleinrichtung und Drehmomentübertragungseinrichtung mit Fliehkraftpendeleinrichtung
DE102014213471A1 (de) Drehschwingungsdämpfer
DE102017117519A1 (de) Drehschwingungsdämpfer
DE102017112400A1 (de) Schwungradanordnung
DE102009049625A1 (de) Antriebsstrang für einen Kraftwagen
DE102011014934A1 (de) Geteiltes Schwungrad

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 16716460

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 112016001272

Country of ref document: DE

REG Reference to national code

Ref country code: DE

Ref legal event code: R225

Ref document number: 112016001272

Country of ref document: DE

122 Ep: pct application non-entry in european phase

Ref document number: 16716460

Country of ref document: EP

Kind code of ref document: A1